Ler-hammer mfg



BEST AVAILABLE COP. Sept. 14 1926.. I 1,599,668

F. w. MEYER CONTROLLING AND,REGULATING APPARATUS FOR ENERGY CONVERSION MACHIN S Filed Nov. 20. 1919 6 Sheets-Sheet 1 fig].

gm 2 72002157" Fa'edm'cfi/ iY/Vyc BEST AVAILABLE com Sept, 14 1926. ,599,668

F. W. MEYER CONTROLLING AND REGULATING APPARATUS FOR ENERGY CONVERSION MACHINES Filed Nov. 20, 1919 a Sheets-Sheet 2 BEST AVAILABLE COP\ Sept. 14, 1926. 1,599,668

F. W. MEYER CONTROLLING AND REGULATING APPARATUS FOR ENERGY SQNVERSION MACHINES Filed Nov. 20. 1919 6 Sheet s-Sheet s BEST AVAILABLE cop.

Sept. 14 1926.

F. W. MEYER CONTROLLING AND REGULATING APPARATUS FOR ENERGY CONVERSION MACHINES Filed Nov. 20. 1919 6 Sheets-Sheet 4 p 14,1926. BEST AVA'LABLE COP.

F.-W. MEYER CONTROLLING AND REGULATING AiPARATUS FOR ENERGY CONVERSION MACHINES Fild Nov. 20. 1919 6 Sheets-Sheet '5 BEST AVAILABLE cop.

Sept. 1 4 1926. 1,599,668

- F. w. MEYER vCON'IROLLING AND REGULATING APPARATUS FOR ENERGY CONVERSION MACHINES Filed Nov. 20. 1919 6 Sheets-Sheet 6 BEST AVAILABLE COP.

Patented Sept. 14, 1926.

UNITED STATES PATENT OFFICE.

FRIEDRICH WILHELM MEYER, OF MILWAUKEE, WISCONSIN, ASSIGNOR TO THE CUT- LEE-HAMMER MFG. (30., OF IQILVVAUKEE, WISCONSIN, A CORPORATION OF WIS- CONSIN.

CONTROLLING AND REGULATING APPARATUS FOR. ENERGY-CONVERSION MACHINES.

Application filed November 20, 1919, Serial No. 339,422, and in Germany May 14, 1915.

This invention relates to controlling and regulating apparatus for energy conversion machines.

It relates more particularly to the regulation and control of machines for converting the energy in a fluid to kinetic energy. Such machines are usually known as prime movers.

It has heretofore been the practice to regulate, orcontrol, prime movers by means of governors, of the mechanical type which communicate their motion, due to a change in .the functioning of the prime mover, to

. the controlled valves. There was, therefore,

' the, necessity for a mechanical motion of the governor, -that is to-say a readjustment of the.parts,due to a speed change, before any control effect could be impressed upon the valves. Inasmuch as every mechanical element .has inertia, a delay, or lag would result between the time the necessity for a change-existed'andthe time at which the change was inaugurated.

Merely to increase the sensitiveness, or

F vary the magnitude of the power under the control of the governor, does not secure thestability, accuracy, and instantaneousn'ess. of control sought; the direct result being an'increased tendency to hunt, or in other words, to produce undesirable and dangerous oscillations in the system as a whole. r

The present invention overcomes these defects, by providing means which impress a regulating efi'ect upon the energy conversion machine. substantially coincidently with the need therefor, and remove such effect instantly wh'en the effect is no longer needed.

An object of the present invention is to produce more sensitive and stable regulation of machines for converting the energy ina fluidtov kinetic. energy andeliminate or lessen hunting.

Another object is to produce a regulating F effect substantially coincidental and in accordance with the variation in load and power conditions of a steam or internal combustion engine.

Another object is to produce a'regulating efl'ectsubstantially simultaneously with a variation in speed of a prime mover. Anotherobject is, to provide regulating means which. will respond to a slight-variatlOnj lIl. operating ,eonditions of a prime mover and accurately compensate therefor. Other objects and advantages will hereinafter appear.

The invention will be explained herein as applied to controlling and regulating a reciprocating steam engine, a steam turbine and an internal combustion engine, but it is susceptible of being adapted to control and regulate other prime movers.

In accordance with this invention as employed to regulate an engine or turbine, the engine or turbine is regulated primarily through an electroionic valve, the effect of which is controlled bymeans which respond substantially. coincidently with a variation of load or other conditions wherebyi'the machine is regulated substantially coincidently and in accordance with varying operating conditions. I

The invention is diagrammatically illustrated in the accompanying. drawings ltin which Fig. 1 shows the regulating apparatus applied to a reciprocating steam engine, the electroionic valve, being provided with a heated cathode to control its effect.

Fig. 2 shows a similar apparatus, the electroionic valve being provided with an auxiliary electrode or anode to controlits effect.

Fig. 3 shows similar regulating apparatus, the tachometer machine being provided with aseriesfield. t

Fig. 4 shows the apparatus applied to control and regulate the point of cut-ofl of a steam engine, the electroionic valve also serving as a rectifier through which control current is supplied from an alternating current source.

Fig. 5 shows a view in detail of the cutofi' operating mechanism employed in the system of Fig. 4c.

Fig. 6 shows the regulating apparatus applied to a gas engine, the electroionic valve controlling the ignition of the explosive mixture.

Fig. 7 shows regulation apparatus applied to a gas engine, elect-roionic valves being employed to control and regulate the admission of the explosive mixture, the ignitionthereof and the exhaust ofthe burned gases.

Fig. 8 shows the apparatus applied to control and regulate the richness of the explosive mixture.

Fig. 9 shows the regulating apparatus p d to a steam turb n y un t,

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Fig. 1 will first be d es crilie'd; A steam engine cylinder 1 is supplied with steam under the control of a valve 2. A stem 3 extends from the valve 2 and forms the movable core of a coil The valve may normally be held closed by a spring 5, and is opened by the lifting action exerted by the coil 4. when such coil is supplied with' current. In place of the plunger magnet shown, other forms of magnet ma be employed to operate the valves in the several systems. The magnet may have either the characteristicopening the valve amounts proportional to the cut-rent, or of completely opening the valve so tl at the valve is either wide open or completely closed. The spring 5, which tend'sto close the valve, may he dispensed with, in certain cases, and the steam pressure may be utilized to close the valve. he operation of the magnet, and consequently that o1 the Qfi'gl TlB lS controlled by tl' i'e electric system which will be described.

Upon the" engine shaft 6 the armature of 'a tachometer is mounted. This tach'onu 'te r Ina v he a s r'na'll direct current machine with either a; separately excited field or a compound field. The separately excitec fields is supplied from a battery 9 and its strength is. adjusted by means of a rheo's'tat' 10; A series field It may be placed in' the armature circuit b t naming the sivi tchesfm and 13' at their dotted" line positions, or may he completely cut out,- by allowing the switches to occupy the positions sho'ivni'n full line's. I v I l N In the armature circuit of the tachometer a. battery 1 opposes the E. H F; of the tachometer-and normally predominates to an' extents'u'liicient to cause the glowing of the filament- 15 of the electroionic valve 16. The normal value of the current he thiscir cuit may be regulated by' a variable resistance 17.- 4 V The current for energizing the coil 4" of the valve controlling niagneh'is supplied by a battery 18 and passes froin the positive pole of suchbattery through the coil 4, and returns the negative pole. In this Circuit the electroionic valve 16 is included by havin the anode 19 connected to one termii'hi at the an i and the ihia point or the cathode 15 connected to the negative pole or the battery.

When the cathode 15 is heated, electrons are einitted fihich to the anode 19. The

rate at which these electrons are rnitte'd d'epends upon the temperature of the cathode 15, and the efi'e'ct, in the external circuit includingth'e coil l and battery'18, is to increase the current flowing through the coil 4 when thelte'inperat'ure or the filament is increased, and decrease such current when the" temperatureof the filanie'n't' is d ecre'ased.

The crease-tandemis that he a vessel i'c valve is to secure a relay effect, so that a powerful control of the magnet circuitrnay be secured by a small variation, at a critical voltage, of the current fl'on-ing in the tachometer circuit. I

The voltage of battery 14 is slightly greater than the normal tachometer voltage and is opposed thereto. This difi'ere'nce in voltage is the effective voltage for forcing a heating current through the filament. The result of this approximate balancing of the voltage is that a pronounced variation in current throughthe filament is secured by a very small change in tachorneter voltage. Thus, a minute change in the tachometer voltage will make a relatively large change in theresulting' voltage impressed upon the filament and a relatively large change in the heating current for the filament.

When the speed of thei engine falls," the tachometer generates a sInalIei "E'; M. F. and the ditference' heti ven' this M. F. and that of the battery 14 increased, alloiting an-increa'se iir'the current passing through the filament ar a raising; its temperature: The current in the of the coil at is very much and sha'i ply increased {as the electroi'on'i'c valveacts as a ower} 11 relay, ivhcreby the engine receives a cor rective influence tending to increase its speed;

When tlie' speed of the engine increases, the tachoni'eter E M.- F. increases, changing the difference h'e"tivee'ii the battery voltage and the tachoineter voltag, therehy decreasing the threes flbiving through the fift'rnient, prccihciag' tigi'ezit de'cre'as'e iii the current in the; 'rhag'neitt oif eat-thaw the engine receives a magnified correct-iveiiififi- 'n'ce tendiiig'td decrease its'sped':

' The speed oftheng'ine maybe regulated to any desired valit by re iilating the field rheostat 10 (it are aehhhittef as the variable resistance 17', preferably Fiji the field rheostat, as increasing the resistance 17 makes the system" lesssensitive.

' Ordinarilj 'th characteristics of prime mover eahnot B's-altered, but by placing the series field 1 1 the tachometer armature circuit, by means of the switches 12 and 13, the characteristics may be readily varied.

Ifthe' series field is arranged toincrease the tachometer fiel'ewhen the battery 14 predoni'ii'iat'es', a decrease in speed will allow the battery 14 to force more current through the" circuit thereby slightly increasing the field'ind ara-any (iii-setting the effects of the decrease in speed. In this case tli'ere ivill tiea less pronounced correcticn for decrease inspeed than in the case i'vheii the separatelyexcites field filonf is electroidnicwalve 20.

used. Thus, when the load comes on, energy will be drawn from the rotating flywheel of the-engine;

An increase .of speed will allow the battery 14 to send less current through the Cll? cuita-nd-the tachometer field will be slightly weakened, thereby partially offsetting the effect oflthe increase in speed, and making the correction less pronounced than in the case where the separatelyexcited field alone was :used. Thus,- when the load is lessened, energy will be-stored in the rotating flywheel.- i A different characteristic of the system may be obtained by having theseries field weaken thetachometer field when the battery l iwpredominates. ,In this. case, a decrease in speedlwilLallow the '.battery 14-.to force more current through thecircuit and will weaken the field, thereby-,makingthe effect-of decrease in speed produce a more pronounced correction for decrease in speed than when: the separately :excited field of the tachometer alone fused. Y An increase in speed dueto a decrease in-load causes less shown in. Fig'.11,-diifering therefrom essentiallyinthat; -an auxiliary circuit is provided'for the series field l1 ofthetachom- 'eter,,and that. grid control is utilized in the -The auxiliary circuit forjtheseries field includes ab'attery 21 and a rheostat 22, and switch 23 by means of which the series field may be thrown into or out of efiective relation to the-system. zAny one of thecharacteristics secured in the system shown in Fig. 1 may be secured in this system, by a similar arrangement of the effect of the series field in relation to the field produced by separate excitation and by a similar relative arrangement of the voltage of the battery 21 and the voltage of the tachometer.

The increased sensitiveness secured in the system shown in Fig. l by having the battery and tachometer voltages almost balanced, is also secured in this'system. In this system, the battery and tachometer voltages, under normal. condition, may either be exactly balanced, .or one or the other may predominate to a slight degree. depending upon the characteristics of the electroionic valve employed. Thus,- a minute change in the voltage of the tachometer will. produce a relatively large change in the potential of the grid with respect to the filament.

The electroionic valve 20 may be a vessel evacuated to any desired degree or itmay .main current becomes zero.

BEST Av'AlLABLE cor. 8

be a vessel having traces or even higher pressures of a particular gas such as argon, for instance. The purpose of this electro ionic valve is the same as that of the valve 16 of Fig. l, but the control of the magnet circuit current passing from the anode 28 to the heated cathode 2lis secured by impressing suitable charges upon the grid 25. In no case does the current in the sensitive circuit rise above a minute value, while in the case of negative control, control by negative charges upon the grid, the current in the sensitive circuit may even become zero. The current for heating the cathode is supplied by a battery -2G and regulated by a variable resistance 27.

The current passing through the valve 20 is dependent uponthe grid voltage; the higher this voltage the morecurrent. providing thewoltage of .the battery 18 is not changed too much and that the temperature of the filament is such'that sufficient electrons are provided. If the grid voltage is diminished, the main circuit current is diminished, and, at-a certain grid voltage the This critical grid voltage may still be positive, it may happen to be zero, or it may even benegative, depending upon the type of-electroionic valve used.

Y The characteristics of clectroionic alves of extremely high vacuumare such that the curve indicatingthe relation between the grid voltage and the main current usually begins with low negative grid voltages. The part of the characteristic that is used, is the part which gives the greatest change of main current for the least change of grid voltage. A valve may be used which has this relatively straight characteristic when the grid voltage is negative, thereby giving the advantage that the control is wholly potential control whereby the sensitive circuit carries no current and is therefore tree from inductive eiiects. Or a valve may be used in which the relative straight part of the characteristic curve corresponds to positive grid voltages, in which case. there will be a minute current flowing in the sensitive circuit.

Fig. 3 also shows the apparatus applied to control and regulate the steam admission valve. the tachometer being provided with a series field winding 11 connected directly in the sensitive circuit. An adjustable resistance 29 bridged across cathode 24 and the grid 25 allows the current in the tachometer circuit to assume a value which is efiective to energize the-series field winding 11.

The regulating apparatus of Fig. 3 produces the same controlling and regulating effects as that of Fig. 2. Furthermore, all the characteristics of the regulating apparatus f F s l an 2. ob n in that of Fig. 3.

: series field will be omitted from the following systems.

The electroionic valves used in the different systems may be interchanged. Although different valves are used in different systems, the particular valve shown in a certain system is not to be considered as the only valve that may be used in such system.

A certain gas or vapor pressure in the electroionic valve may be found desirable in certain cases, as, for example, where relatively large currents and relatively low voltages are used. It is of no consequence if the critical ornormal working point on the characteristics of'such valves necessitates a positive grid voltage, for even"un'der such conditions the current in the sensitive circuits ares'm'a'll.

Fig. 4 shows a system in which an engine of variable cut oflt is employed, the control being effected by electroionically varying the point of c'ut-ofi'.- The engine is provided with a rocker-plate which communicates the motion of the eccentric 41, through the medium of the rods 31 and 32, to the levers 33'aiid 34 f which" are fastened respectively, to the spindles of the exhaust and inlet valves. Thelevers 33 are controlled entirely by" the rocker-plate 30, but the bell-crank levers 34, one' arm of which is connected to the dashpot rods 32 are controlled in their opening motion by the rocker-plate 30 andin their closing motion by the pull of the dashpot rod. The point at which thelevers 34 are disconnected'from the rods32", deterniiiies the point'of cutoff.- This point of cut-0E is determinedby the position of the levers-35, which are loosely mounted upon thevalve spindles. The position of these levers 35'is controlled by the current, flowing through themagnet coil the pull of the coil upon the plunger 39 being resisted by the spring 38', so that the positioning of the lever 37 the rods 36 and the levers 35, is determinedby the strength of the current.

F ig'. 5' shows a detail of the admission valve mechanism. Thelever 34 has swivelled,-' at its lower end, a square sleeve 42 through which the rod 32 is adapted to reciprocate. A forked member 44 is pivoted at 45; to the rod 32, am has; 'its'lower arm spring pressednpwardly. In its up er position a catch 43, on the forked inember'44,

engages tli square sleeve 42 and thereby c611- nects the rod 32 with the lever 34. The adjustable lever 35 has a projection 46 which BEST AVAILABLE com engages the upper arm 47 of the forked lever at some point in the stroke of the rod 32, and causes the disengagement of the catch 43 and square sleeve 42, thereby allowing the lever 34 to be rocked by the dashpot rod to close the inlet valve. Therefore, the position of the plunger 39, through the medium of the connecting mechanism, determines the position of the levers 35, and consequently the point of cut-oil.

Fig. 4 shows the tachometer 48, whose armature is mounted upon the engine shaft a], and whose field coil 50 is supplied with current from a battery 51 through a rheostat 52. The E. M. F. of the tachometer is opposed by that of a battery 53. The positive brush or the tachometer is connected to the cathode 54 or the electroionic valve 55 and the positive pole of the battery 53 is connected to the grids 56.

The electroionic valve 55 has two anodes 57, and two grids 56, one grid to each anode, positioned between such anode and the common cathode 54. The cathode isheated by means of current from a battery 58 and its temperature is regulated by means of-a variable resistance:59.

A transformer has its primary 60 connected with a sourceofalternatingcurrent and the. terminals of itssecbndaryconriectedto the anodes 57 of the electroionic valve. The mid pointof thesecondary is connected to one terminal'of the magnet coil 40, the other terminal of the coil 40 :being connected to the Cathode. 7?? l Rectified current passes through the coil 40, as the half waves oflthe'se'condary current are passed alternately from the anodes 57 to the common cathode 54. The value or the-current: and, correspondingly, the point of'cut-oif or the admission valves, is determined by the potentials impressed uponthe grids'56."

A' decrease in} speed allows the effect of the battery be'come'more pronounced, thereby allowing more current to be supplied to the magnet coil, and produces a later cutofi. An increase in s eed producesa; lessening of the current owing in the magnet coil 40 and produces an earlier c'ut-ofi".

The normal speed of the engine may be regulated and the characteristics and sensitiveness of the system may be changed, in the manner previously"des'cri bed Instead of controlling -'a plurality of valves by a single electromagnety each valve may be individually controlled by'a separate electromagnet'which are themselves under the influence of electroionic valve or valves.

Fig. 6 shows a regulating apparatus applied to control and re ulatea gas engine. In this system the speed is controlled by an electroionic valve 62 which comprises a cathode 63 heated by a battery-crane regu- Iat d bya variable resistance 65, ag'rid 66,

and an anode 67 The high tension spark circuit includes the secondary 68 of a transformer whose primary 69 is connected to a source of alternating current, the spark plug 70, and the part of the clectroionic valve from the anode (S7 to the cathode 63. \Vhen the electroionic, valve allows a discharge to pass, sparks are produced at the spark plug 70.

Upon the shaft 71 of the gas engine, a tachometer armature '72 is mounted. This tachometer, a though shown as separately excited by having its hold coil 73 supplied with current by a battery Tat and regulated by a rheostat 75, ma y be similar to any of those previously described.

The tachometer E. M. F. is opposed by a battery 76, the battery normally predominating so as to impress a positive charge upon the grid 68.

The spark is allowed to occur during a predetermined period in the cycle, by having a rotating contact 7 '7 placed in the sensitive circuit and thereby allowing the energizationof this circuit only between predetermined points, or in other words at some time during a predetermined interval, in the cycle of the gas engine. The contact 7 7 00- operates with a brush 78 connected to one terminal of the sensitive circuit,and ata predetermined time connects such brush to the other brush 80 which is connected to the other terminal of the sensitivecircuit; The brush 80 bears upon a slip ring 79 which is electrically connected to the contact 7 7. The slip ring 79 and contact 7.7 are rotated by means of a two to one reduction gearing comprising the gears 81 and 82, if the engine is of the four cycle type. 1 1 V For the purpose of simplifying the drawing, the mechanism of the engine notdirectly related to this system has been omitted. v v

When the speed of the engine decreases the effect of the tachometer is less pro nounced and the spark-occurs at an earlier point in the cycle of theengine, between predetermined limits. When the speed of the engine increases the effect of the tachometer is more pronounced and the spark occurs at a later point in the cycle; for when the explosion normally would begin the speed of the engine has not fallen to such a point as to a low the discharge to take place but the speed may yet fall to such a=.p0int before the permissible explosion period has elapsed. 'ilherefore, by having a relatively wide contact 7 7 a possible variation in the timing or" the spark, between certain limits, may be obtained.

Also, if the speed of the engine rises above a predetermined point, the discharge does not occur at all, during one or more cycles of the engine, and a further control is, therefore, provided for the speed of the engine.

BEST AVAILABLE COP 5 Fig. 7 shows a system for regulating a gas engine by controlling the spark and inlet valve by electroionic means. The inlet valve 83 is closed by a spring 84 and opened by an electromagnet whose plunger 85 is connected to the valve and whose coil 86 is supplied with current controlled by the electroionic valve 87. The operation of this valve 83 is timed by a rotating segment 88 connected to a slip ring 89, which intermittently connects the brushes 90 and 91, thereby closing the sensitive circuit of the electroionic valve 87 and permitting the opening of the valve 83 during a predetermined period in the cycle of the gas engine. The amount, or extent, of

opening of the valve 83 is controlled by the clectroionic valve 87; the magnet having the characteristic of opening the valve 83 amounts corresponding to the strength of the current passing through the magnet coil 86. s v

.The electroionic valve 87 is" similar to the electroionic valve '55 of the system shown in Fig. 4. The anodes 92 are connected to. the terminals of the secondary 93 of a transformer ivhose primary 9 is supplied with alternating. current from any source,;for example from analternatingcurrent .dynam o 95 grnounted upon -the, en ine shaft fix .Themid pointofthe secondhry 93 is connected-to. one terminal or the magnet coil. 86, the othenterminal of .tlie,,magnet coil being connected to the cathode ,97. The grids-.98 are; connected through, the brushes 90 and'QL to t l 1e negative brush. of the tachometer 9 9'. .'l he positivenbrush of. the ho ete s-ee l s Wal p s r of the battery 1l'O0, -vvhich through a variable resistance, 101 iis connected: to the cathode 97.f-..-'l he.-tachometer and batterylOO are opposed; thereby pllowing, ,a .small variation in, tachometer..,voltageg to produce a relatively large ,variation in the efie ctiv e volt age of thesensitive. circuit.- ,The. cathode. 97 oi the electroionicv valve 87 is heated by; current fromimbattery 102 and-the value of the" current .is regulated by avariable resistance 103.

An electroionic valve 104 is: provided for controllingthe .spark,, and such. valve is similar to the electroionic vaive'87 The anodes 1 05 are. connected to .the terminals of a high tension secondary 106, which may be a second secondary. of the transformer previouslydescribed, or may be the secondary of anindependenttransformer.) The mid point of the secondary 106 is connected to one side ofthe spark plugv 107, the other side of the,spark plug being connected to the cathode 108 ofthe electroionic valve. 10l.

The cathode 108 is heated by current from a battery 109, the value of the current being regulated by a variable resistance 110.

The cathodes 108-and- 97 are bothconnected to one side of the sensitive circuit.

The other side of the sensitive circuit dividesjat the slip ring 89, one branch passing to the segment 88 as previously described, and'the-other branch passing to the segment '111. From the segment 111 the circuit extends to thegrids 113, the closing of this circui't'being timed by the contacting of the segment 111 with'thebrush 112.

The adiii'is'sionof the explosion mixture and the formingofthe'spark-are each permitted durin'g'certain independent periods in the-cycle ofthe'fgas engine. "fVVhether or not either theadmission valve-opens or the sparkbccurs', when'its period in the'cycle c me's, &epe1fds -=upn th relation of the voltage ozt' the tachometer 99' and battery 100, wil'i'ie'h inturn-depends upon the speed of th'e"engine. Thus,- a variation in speed of theeng ne', var'isf'the difier'ence of potentialxb'tweh the grids'113-- and cathode 108 and between tl1e grids 98 and cathode-97, thereby varying the passage" or current through the electroionicflvalves m iand 87 respectively; 1 r

fiThe control of the spark is'secured as in the system-described in Fig. etgthe' double grids 113 and ano'des controlling both half wavesofthealternatingcurrent.

The control'of-the' inlet valve is as follows At-normal speed the charge impressed upon the grids 98' is such that a normal current isalldwed to pass" through the magnet coil 86, when; its period-of operation occurs in the engine cycle, as determined by the rotating; segment 88. A; decrease in speed lowers the tacl'iometer volt-ageand makes;the ettect'of the battery 10O -"more pronounced thereby varying'the potential difference between the grids 98 and cathode 97 and allow= ing more currentto pass, thereby-causing a wider opening of the inlet valve 83 when its period of functioning comes. An increase in speed causes the tachometer volt age to rise, thereby lessening the effect of the battery 100 and varyin the potential difference between the gri s 98 and the cathode 97 and causing a smaller opening of the inlet valve 83 when its period of functioning comes.

The tachometer may be separately excited as shown, or it may have any of the characteristics of the tachometer previously described.

The exhaust valve 11a. is closed by a spring 115 and opened by the electromagnet whose plunger 117 is connected to the yalve and whosecoil 116 is in thev main circuit of electroionic valves 118. A battery 119 furnishes the current for this coil, and'has its positive pole connected to the anode 120 while the other terminal of the coil 116 is connected to the mid point otthecathode 121. The cathode 121 is heatedby-current froma battery 122gthe value of the-current BEST AVAILABLE COP being regulated by a variable resistance 123.

The sensitive circuit passes from the grid 124 through a variable resistance 125 to a brush 126. The brush 126 is intermittently connected to a brush 129 by means of the revolving slip ring 127 and segment 128. A battery130 in the sensitive circuit has its positive pole connected to the brush 129 and its negative pole connected to the mid-point of the cathode 121.

By intermittently closing the sensitive circuit, the current is allowed to liow intermittently through the coil 116, thereby opening the exhaust valve as the contact 128 .passes under the brush 129. Large currents are not carried by the segment, slip ring and brushes, but only minute currents when positivegrid control is utilized, as in the instance shown. When negative grid control is utilized no current is carriedby the segment, slip ring and brushes. This negative control may be secured byia slight change in" the segment, brushes, and battery connection, whereby a large-negative influence is impressed upon the grid when the valve is to remain closed, and a smaller negative influence is impressed when the valve is to open.-

Also the electroionic valves 118 may be placed-underthe control of the tachometer, whereby the functioning of the exhaust valve is also dependent upon the speed of the engine.

Fig. 8 shows a part-of a systemsimilar to that shown in' Fig. 7. The points A, B, and

C, D, are to be connected at similar points in the system shown in Fig. I. Except for the changes shown in Fig. 8, this system is identical with that shown in Fig. 7.

-The inlet valve 131 controls a rich mixture, and the amount admitted to the cylinder upon intake stroke depends upon the extent of the opening of the valve 131. which in turn is electroionically controlled in accordance with the speed. An auxiliary spring pressed valve 132 supplies air to the cylinder when the pressure therein drops below a predetermined point during intake stroke. The richness of the mixture is, therefore, varied in accordance with the speed: a richer mixture supplied upon a decreasing speed, and a poorer mixture supplied upon an increase in speed.

In any of the systems described the speed of the prime mover may be controlled from the electric side of the system when the prime mover is used to drive an electric dynamo for supplying power to an outside system. In such a case, the electric load may be made to influence electroionic valves which in turn impress their effect upon both the field of the generator and the controlled circuit of the prime mover. Thus when an increase in the electric load occurs, the

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prime mover 'is-"influenced, orregulated, from the electric side before its speed is altered -by the increase :in' load.

Figi-9g shows asystem invvhich' a steam turbine" is controlled from both the mechanic'al side and the electricside. single rotor and a single control valve are shown, although a plurality ofrotors,'.or"sets "of rotors, and a plurality of control valves may be used.

The steam turbine 133 is i-directly' connected with an alternatingcurrent dynamo 134, which, through the medium of the inductive reactances 135, and -electroionicfrecf tifier valve 136, furnishes direct-current to the mains 137 and -138. The =turbine'133 is controlled by "a pulsating admissionvalve 139, controlled and operated by an'electromagnet which comprisesa plunger 140 and a magnet coil'141. A spring "may be i provided to close the valve or else the pressure of the "'steanf may be utilized: Theste'am isadmitted a series of pufi's vvhosc magni"- tude, fr'eque'n'cy, 'and'dnrationiarecontrolled by-both thespeed and the'load 'The'jele'ctroionic valve 136 comprises a vessel evacuated to any'fdesired degree, or else having traces -'.or even higher pres'sures of a particlar as su'ch"as argon,or it may consist ofa inercu'ryyapor; rectifier. The valve 136 has" cathode l42'heated by current from 21 battery-143, the heating current being regulated by a variable resistance 144. The mid-po'int'of cathode {142 is connected through a small resistance 145 "withtalic positive main 137, A plurality of anodes 146are connected-to the respective slip rings ofthe dynamo 134, and also with the terminals'of the inductance coils '135. The inductancecoils are star connectediand-their neutral point 147 is connected to the negative main 138. In place of the inductance coils, the secondaries of a set of star connected transformers or auto transformers might be employed, the primaries being connectcd to the slip rings of the dynamo.

A tachometer 148 is mounted upon the turbine shaft 149, and has a separately excited field 150 supplied from a battery 151 and regulated by a rheostat 152. In place of the separately-excited tachometer, a tachometer of other'characteristics may be employed as previously described. The negative brush of the tachometer is connected to the negative pole of the battery 153 through a variable resistance 154. The positive pole of the battery is connected to the grid 155 of the electroionic valve 156', while the positive brush of the tachometer is connected through the resistance 145 with the heated-cathode 157 of the-electroionic valve 156. The arrangement is such that the tachometer E. M. F. is opposed by that of the battery 153 and also opposed by the drop across the resistance 145. As the efi'ect BEST AVAlLABLE cor the anode 158 to the heated cathode 157.

When the speed decreases, an increased current is'a'llowed to pass from the anode 158 to the heated cathode 157.

Upon the speed control of the electroionic valve-156 by the opposed tachometer 148 and'battery 153, is superimposed the load control by causing the voltage drop across'the resistance 145 to oppose the tachometer'and aid the-battery 153, whereby an increase in load aids the battery 153 in overcoming the-tachometer E. M. F. and allows a greater discharge between the anode 158 and the heated cathode 157 of the electroionicvalve 156. f

1 The circuit'controlled by the electroionic valve 156 is supplied-by a battery 159 which has its'positive pole connected to the anode 158 of the electroionic' valve 156 and its negativeelectro'de connected to the cathode 160 of the electroionic valve 161. cathode 157 of the electroionic valve 156 has its midpoint connected, through a variable resistance 162,. with the ignition electrode 163 of the valve-161.

-The electroionicvalve 161 may consist of I The-magnet-circuitcomprises a battery 165 WhOS negative pole is connected to the cathode 166, and Whose positive pole is connected, through a variable resistance 166 to one'terminal of'the magnet coil 141. The

other terminal of the magnet coil is connected, through the secondary 167 of a transformer, to the anode 164. The primary 168 of the transformer is connected with a source of alternating current, as shown, for c.

ample, across a pair of slip rings of the dynamo 134.

The arc established between the anode 164 and the cathode 160 of the electroionic'valve 161 is extinguished every other half wave of the alternating currentby having such alternating current from the secondary 167 of the transformer superimposed upon the direct current supplied by the battery lVhen the alternating E. M. F.;of the sec ondary 167 opposes the battery during one half-wave, the arc is extinguished. Thereafter, the combined, or added, E. M. F. of the transformer and battery is not sufiic-ient to reestablish the arc during the succeeding half wave. The are may be re-established during every other half wave by causing an arc to strike from the ignition electrode 163 to the cathode 160; the point of ignition in the alternating current cycle being Wholly under the control of the ignition electrode circuit; in fact the main arc may even be suppressed during one or more half waves. If the arc is established every otherhalt wave, but at varying points in the cycle, ;the amplitude and duration of the pulsations of the valvewary, or are controlled. If the are is not established during. every other half wave thef-valve misses one or more pulsations.

By the action of this system the pulsations of the valve are controlled by both the speed of the turbine and the load upon the dynamo. The turbine is controlled by varying the frequency, duration, and amplitude of the pulsations of the valve in accordance with the demands of the system.

The normal speed of the turbine may be varied by varying the resistance 152; the sensitiveness may be varied by varying-the resistance 15%; and the characteristics otthe system may be varied by either varying'the characteristics of the tachometer,.;as. previously described, or by varying the resist ance 145. The last control, that, is, the control of; the, characteristics by varying the resistance 1&5 may be effected as statedpor it maybe effected. by providing a variable shunt resistance 169, whereby the efiiects-. ot a change in voltage drop across the resist.- auce 1.45v may be made more oriless pronounced; or it may be effected by providing a plurality oftaps, or points, npon-the re; sistance 145 whereby 'any fraetion of the voltage drop may be employed. i I c The voltage: cat the dynamo maybecontrolled by providing an electroionio control of the dynamo-field" iQDB iliQImiBQlQiQfQth-Q field coil- 178- is connected tievtheinegai ine pole of a batteryl'TL,anditheothertenminal to the, midpoint ofthe; heatedic fihodc-iihm of an ,electroionic valne 1-73g-lhg ggitiye pole of the battery 171 is connected; through a variable resistance 174 to the-zanodeii lo of the electroionicvalve. g:

The electroionic valve 1-731 has; avgrid 176 which is connected to the positiicepoliof a battery 177. The negative pole of theibjattery 177 is connected. with the negative main 138, the positive main being connected to the mid-point of the cathode 172. The; battery E. M. F., therefore, opposes the voltageoi the mains.

Vhen the voltage of'the mains varies, the effect of the battery 177 upon-the. grid. 17,6 is varied in such a manner that thejfieldl'is of the dynamo is strengthened or weakened, respectively, as the voltage of the. mains decreases or increases. z 2

In all of the systems disclosed, magnified corrective influences are impressed upon the controlled mechanisms, injinstant accordance with the demands, or functioningof thesystems; and are instantly withdrawn-when thc need-therefor ceases. Therefore, it -is; pos

' sibleto utilize powerful relay efi'ects and yet BEST AVAlLABLE COPi prevent hunting or -periodic pulsations in the system as awhole.

As the current may be only momentarily flowing in certain of the valve magnets, the voltages impressed thereon may be many times. the normal voltage at which such magnets operate.

Obviously other structures may be devised which will embody the invention herein set forth.

What is claimed is:

l. The combination with a machine for converting the energy of a fluid into kinetic energy and subject! to varying speed and load conditions, of means for directly controlling the-energy supplied to saidmachine, and an electroionic valve rendered coincidently responsiye to the varying conditions and modifyingthe action of said cQnthQ rling means in accordance with the varying conditions. I

-M a f r ea t i ngth up l of ner y: t a i m m r sub-h w sa a t -cn'sin lead-sail t e conditions comprisin b nat n, ae sst o pn va m ansu je n th .sam sulistant y s n isleat r t influ nce of 9 .17 a riatic and mea s'tseat alled byese c elee sa e h rais a ii ss e i e5 u c rr ct ve n l nce; s ma' teneon ly s id SURP Y ienergystmt eip mdmet r y .Y .--:3-;-,.1;n esesa ste fm subje t t minionsn p e a d i hi me i ests the-secretin fl id-into ki etiss srgmme combina n w th: means eriad ii z s said fluidto th ma hina, 0t ne ectra .Q icee .w a a-cnnt o l nssyin h onans n e i te ilig the-speed: means of -th i ia li eean imha quslya n presstnets reg st at on d re ly 1pm isaide etso oni -r l twis y h d scharges-thereo in ac ordan e with the -n y egcondt io s and acon re d c rui nterlin im; i B uidadmission means an ithe. ele o oni ya a soitha t ane. i ns-inidi ha eein t e le rzpmd s was: lative'efiegts in: said fluid means inf substantial synchronism with variations i p it hezmaa n 4. A regiilatorjor a; machine subject to a ions in pe d for c n r ng h energx n a fluid-in wki e ne y I P ingi means. simulating; theQspeed conditions of -the-; inachi ne,' jelectroionic valve the discharge, charactc listicsroi w ich are varied in accordance-with the vai;ying- -iconditions oi an .electromotive torce produced said speed simulating means, fand fiuid admission meansior said machinethe operation of which is regulated by said; elect roionic valve substantially coinoidentlyand in accordance with variations in discharge .inthe latter.

-5.- A. regulator for .a turbine subject to varying load conditions, comprising means simulating the; operating conditions of said turbine, ;an' elect roionic ,valye the discharge characteristics of which are varied in accordance with the varying conditions of an electro-motive force produced by said speed simulating means, a pulsating valve for ad mitting fluid energy to said turbine, and means interlinking said fluid admission valve and said electroionic valve for regulating the operation of the former substantially coincidently and in accordance with variations in discharge in the latter.

6. A regulator for a turbine subject to variations in load, comprising means simulating the operating conditions of the turbine and simultaneously responsive to speed variations thereof, a pulsating valve for admitting fluid energy to said turbine, operating means therefor, and an electroionic valve interlinking said first mentioned means and said admission valve operating means so that variations in operating conditions in said first mentioned means are coincidently magnified by the electroionic valve and a magnified regulating effect is simultaneously impressed upon the admission valve operating means in accordance with the varying conditions.

7. The combination with a machine, subject to varying load and energy supply conditions, for converting the energy in a fluid into kinetic energy, of means for controlling a supply of fluid to said machine, means simulating the operating conditions of the energy conversion machine and simultaneously responsive to the varying conditions, an electroionic valve the discharge characteristics of which are varied in accordance with the varying conditions by an electromotive force produced by said second mentioned means and impressed upon said electroionic valve, and circuit connections between said electroionic valve and said fluid supply controlling means whereby variations in the discharge characteristics of the former produce regulative effects on the latter in substantial synchronism with the varying conditions.

8. A regulator for a turbine subject to varying speed and load conditions, comprising means simulating the operating conditions of said turbine, an electroionic valve the discharge characteristics of which are BEST AVAILABLE CQP: 9

varied in accordance with the varying conditions of an electro-motive force produced by said means a pulsating valve for admitting fluid energy to said turbine, and means for regulating the magnitude, frequency and duration of the pulsations of said fluid admission valve substantially coinciaently and in accordance with variations in the discharge in said electroionic valve.

9. The combination with a turbine of a dynamo electric machine driven thereby, a load circuit connected with said dynamo, an elcctroionic valve arran ed to vary the field strength of said dynamo in accordance with variations in the load thereon, a pulsating valve for admitting fluid energy to said turbine, means simulating the speed conditions of said turbine and an electroionic valve subjected to control by said speed simulating means and the load on said circuit for controlling said pulsating valve to vary the magnitude frequency and duration of the pulsations of the latter substantially coincidently and in accordance with variations in the speed of said turbine and the load on said circuit.

10. The combination with a turbine of a dynamo driven thereby, a load circuit supplied by said dynamo, means including an electroionic valve influenced by the load on said circuit to vary the field strength of said dynamo and maintain the voltage of said circuit substantially constant irrespective of variations in load thereon, means simulating the speed conditions of said turbine, an electroionic valve, the discharge characteristics of which are varied in accordance with the varying conditions of an electro-motive force dependent upon said speed simulating means and upon the load on said circuit, a pulsating fluid admission valve for said turbine and means for controlling the magnitude frequency and duration of pulsations thereof in accordance with variations in discharge in said last mentioned electroionic valve substantially coincidentally and in accordance with variations in the speed of said turbine and the load on said circuit.

In witness whereof, I have hereunto subscribed my name.

FRIEDRICH lVILHELM MEYER. 

